KR20180073145A - Method of Controlling Dual type Kick Down Shift and Vehicle thereof - Google Patents

Abstract

According to a kick-down shift control method of the present invention, when the accelerator pedal depression amount is detected by a controller when a vehicle (100) coasts, it is determined whether a kick-down shift control condition is satisfied based on a detected acceleration sensor value and a detected throttle opening degree, and a dual kick-down mode is performed in which delay kick-down shift control is implemented by delaying the kick-down shift control when the condition is not met and normal kick-down shift control is implemented by performing the kick-down shift control when the condition is met. Therefore, according to the present invention, it is possible to prevent an unnecessary kick-down shift or a busy shift in a state where the vehicle (100) has an extra driving power, and particularly, to prevent an unnecessary kick-down shift or a busy shift, thereby preventing customer claims in terms of operability.

Description

TECHNICAL FIELD [0001] The present invention relates to a kick-down shift control method and a vehicle,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a kick down shift control, and more particularly, to a dual kick down shift control method and a vehicle that restrict a kick down shift during a running of a vehicle.

In general, the shift control of an automatic transmission equipped vehicle should reflect the driver's intention to obtain a greater acceleration of the vehicle at a constant speed.

The shift control that reflects this driver's intention raises the engine speed by lowering the current gear stage to the low gear of the first step and uses the force generated by the increased engine speed as the vehicle acceleration force, It fulfills the will.

Such shift control is referred to as a shift down in a manual transmission vehicle while it is referred to as a kick down in an automatic transmission vehicle.

Therefore, the kick down is based on the shift pattern of the automatic transmission, and the shift pattern is a downshift area based on the relationship between the accelerator pedal input amount (APS (Accelerator Position Scope)) and the vehicle speed (KPH) (I.e., a downshift line) and an upshift region (i.e., an upshift line), and enters a downshift region with respect to the downshift line to perform kickdown shift control It shows. For example, the 5th-> 4th gear is controlled by this kick-down shifting control.

Korean Patent Publication No. 10-2015-0029466 (Mar. 18, 2015)

However, the kick-down shift control is initiated by the accelerator pedal depression of the driver, resulting in a situation in which the driver's acceleration is not sufficient (ie, APS increase (when ΔAPS is insignificant), such as Tip-In, Shift of the downshift line may also occur.

Such an example appears in a coasting status in which the vehicle continuously travels by the driving force without outputting the driving force.

For example, when the car is accelerating due to the running of the car, the accelerator pedal depression of the driver leads to the kick-down shift region, and the kick-down shift region is forced to perform the kick-down shift. As a result, there is a small change in accelerating bump response and a kick-down shift due to downshift transition or a busy shift even under instantaneous tip-out after tip-in.

Furthermore, unnecessary kick-down shifts or busy shifts in the course of running on a course can not be reduced to a customer's claim while reducing the driving aspect.

In view of the above, the present invention is divided into an immediate control and a delay control of a kick-down shift in consideration of an allowable driving force of the vehicle when the kick-down shift range is entered. Particularly, in a delayed kick down control, unnecessary kick down shift, The present invention aims at providing a dual kick downshift control method and vehicle in which a customer's claim on the driver's side is prevented by preventing a busy shift.

In order to accomplish the above object, the kick-down shift control method of the present invention comprises the steps of (A) detecting an accelerator pedal depression amount when a car is running and entering a kick-down shift range, (B) (C) the throttle opening degree is detected, the throttle opening degree value is calculated as the throttle variation amount magnitude, and the delay kick value is detected, (D) a throttle opening increase value after the throttle change amount magnitude calculation is calculated as a throttle change amount slope, and the throttle change amount slope setting value for the delayed kick down control (E) the kick-down shift control in which the delayed kick-down shift control is performed by the kick-down shift control And the change of the accelerator pedal depression amount to be switched is detected.

As a preferred embodiment, if the acceleration sensor value is smaller than the acceleration sensor setting value, the delayed kick down control is satisfied while the acceleration sensor value is larger than the acceleration sensor setting value. If the throttle change amount magnitude is larger than the throttle change amount magnitude setting value, the kick down shift control is satisfied while the throttle variation amount magnitude is smaller than the throttle variation amount magnitude setting value. If the throttle change amount slope is larger than the throttle change amount slope setting value, the delayed kick down shift control is satisfied, whereas if the throttle variation amount slope is smaller than the throttle variation amount slope setting value, the kick down shift control is satisfied.

In a preferred embodiment, when the change in the accelerator pedal depression amount is greater than the accelerator pedal depression amount setting value, the kick down shift control is satisfied, while when the accelerator pedal depression amount change is zero, the delayed kick down shift control is stopped .

In order to achieve the above object, the present invention provides a control method of a kick-down shift control system for a kick-down shift control system, the system comprising: A controller that implements a delayed kick down shift control to delay the kick down shift control if the condition is not met, while performing a dual kick down mode with a normal kick down shift control that performs a kick down shift control when the condition is satisfied; A transmission for performing kick-down shift control under the control of the controller; Is included.

In a preferred embodiment, the controller includes a kick-down map, and the kick-down map includes a shift pattern including a down-shift line and a set value of an acceleration sensor value, a set value of a throttle opening increase magnitude, And a set value of the accelerator pedal depression amount magnitude as a matching value.

In a preferred embodiment, the controller is a TCU that controls the transmission, and the TCU is linked to communicate with the engine ECU.

The present invention realizes the following actions and effects while reflecting the driver's intention to the kick-down shift control.

First, when the driver operates the accelerator pedal, he / she further considers the state of the vehicle. Thus, the kick down shift control, which reflects the driver's intention immediately after the accelerator pedal is implemented, prevents unnecessary kick down shifts or shift shifts. Second, the kick-down shifting control performance limitation is not achieved by avoiding unnecessary kick-down shift or busy shift in the condition of the vehicle's free driving force such as running. Third, since the margin driving force condition of the vehicle is determined as the output value of the vehicle such as the acceleration sensor amount (G value) and the throttle opening degree change amount (ΔTPS), the kick-down shift control performance is improved without any additional hardware. Fourth, by applying set values for the acceleration sensor amount (G value) and the throttle opening degree change amount (ΔTPS), the driver's acceleration will is actively reflected, thereby ensuring excellent driving performance and preventing complaints from the customer's emotional aspect .

FIG. 1 is a flow chart of a dual-way kick-down shift control method according to the present invention, FIG. 2 is an example of a vehicle in which dual- FIG. 4 is a graph of a normal kick down according to the present invention. FIG. 5 is a graph showing a kick down shift control state during a normal kick down according to the present invention. This is an example of a shift pattern of the transmission.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which illustrate exemplary embodiments of the present invention. The present invention is not limited to these embodiments.

Referring to FIG. 1, in the kick-down shift control method of the binary system, when a kick-down shift region is entered in a running state of a vehicle in a kick down shift region (S10), a vehicle state in which a sufficient driving force is secured in a state in which the driver depresses an accelerator pedal A delay kick down is performed (S20), a kick-down control stop (S40) in response to a driver's will end in response to the driver's continued will during a delay kick down (S40), or a driver depresses an accelerator pedal (S50, S60) according to the state of the vehicle in which the reserve driving force is not sufficiently secured and the driver's will to continue.

Therefore, the dual-mode kick-down shift control method implements the dual kick down mode divided into the delayed kick down control for delaying the kick down shift control and the normal kick down control for performing the kick down control, The driver's acceleration will be reflected, but unnecessary shift is not generated, so that it is possible to prevent the complaint from being secured in terms of excellent driving performance and customer's emotional aspect.

2, the vehicle 100 includes an engine 100-1, a transmission 100-2, and a controller 1. [

The engine 100-1 is an internal combustion engine, and the transmission 100-2 is an automatic transmission.

In particular, the controller 1 comprises an engine ECU (Electronic Control Unit) 1-1, a TCU (Transmission Control Unit) 1-2 and a kick-down map 10. For example, the engine ECU 1-1 detects an acceleration sensor value G of the vehicle in addition to vehicle information for controlling the vehicle speed and the engine 100-1, and calculates a throttle position value TPS (Throttle Position Scope) ), Calculates a throttle increment size (? TPS size) and a throttle increment slope (? TPS slope) for the throttle opening increase after entering the kick-down shift region, detects an accelerator pedal depression amount (APS) Calculate the dosage size (APS). The TCU 1-2 controls the shift of the automatic transmission 100-2 and performs the kick down shift control. The kick-down map 10 includes a shift pattern of an automatic transmission including an APS (or TPS), a vehicle speed KPH and a downshift line, and an upshift line) The acceleration sensor set value 1, the throttle opening degree increment value set value 2, the throttle opening degree increasing slope setting value 3, and the accelerator pedal depression amount magnitude setting value 4 for the acceleration sensor value (G) are provided as matching values for the respective detected values . Each of the acceleration sensor set value 1, the throttle opening degree increase magnitude setting value 2, the throttle opening degree increase slope setting value 3, and the accelerator pedal response magnitude setting value 4 is set to a delay kick down shift control And normal kick down shift control. The delayed kick downshift control is a method in which the reflection of the driver's intention that is depressed by the accelerator pedal is delayed. The normal kick downshift control is a method in which the driver's intention reflected on the accelerator pedal is instantaneously performed.

Hereinafter, the dual mode kick down shift control method of FIG. 1 will be described in detail with reference to FIGS. 2 to 5. FIG. In this case, the control condition is the running of the vehicle 100. The control subject is the controller 1 and the controller 1 is composed of the engine ECU 1-1, the TCU 1-2 and the kickdown map 10 but communicates with the engine ECU 1-1 May be the TCU 1-2 associated with the kick-down map 10. The controlled object is the transmission 100-2, and the transmission 100-2 is an automatic transmission.

S10 is a step in which the kick-down shifting region is entered by the controller 1. Fig.

2, the engine ECU 1-1 recognizes the accelerator pedal depression of the driver by detecting the accelerator pedal depression amount APS in the state that the vehicle 100 is running in the course, Is associated with the engine ECU 1-1 to confirm the accelerator pedal depression amount APS. As a result, the controller 1 enters the kick-down shift range.

Next, the controller 1 performs the delayed kick down shift control of S20 in the kick-down shift range entry state.

2, the engine ECU 1-1 detects the vehicle speed, the acceleration sensor value G and the throttle opening value TPS, and the TCU 1-2 controls the acceleration sensor 1 - The acceleration sensor set value 1, the? TPS size set value 2, and the? TPS slope set value 3 of the kickdown map 10 are matched with respect to the value (G),? TPS magnitude, and? As a result, the controller 1 does not perform the kick down shift control under the entry of the kick down shift region.

A < B "means that B value is larger than A," A & B "means A value Means that A is equal to or smaller than B, and "A > B" means that A is equal to or greater than B.

The controller 1 determines the idle drive force determination step of the vehicle 100 in S21, the throttle change size determination step in S22, the throttle change slope determination step in S23, the kick-down shift control delay step S24 in the delayed kick down control .

In the spare drive force determination step of S21, the controller 1 applies the following allowable drive force conditional expression.

Free driving force condition formula: Acceleration sensor value (G) <Acceleration sensor setting value 1

Here, the "acceleration sensor value (G)" is an acceleration sensor detection value with respect to the judgment time of the vehicle 100 traveling in the course of running, and the "acceleration sensor set value 1 & do.

The set value 1 is not limited to a specific value because the acceleration sensor value is different according to the acceleration condition of the vehicle depending on the running condition of the vehicle. However, the set value 1 may be set based on the downshift range. For example, in the case of a downshift of 5 -> 4, the acceleration sensor set value 1 is set to an acceleration sensor value that matches the downshift range and the matched speed range. Therefore, the acceleration sensor set value 1 has a different value for each downshift gear stage, and has a value greater than zero because the vehicle 100 is in the running state.

As a result, when the controller 1 determines that the acceleration sensor value G is larger than the set value 1, the controller 100 recognizes the state of the vehicle 100 as having an extra driving force and enters the throttle variation size determination step of S22. On the other hand, when the controller 1 determines that the acceleration sensor value G is smaller than the set value 1, it switches to the normal kick-down shift control of S60.

In the throttle change size determination step of S22, the controller 1 applies the following initial delay control conditional expression.

Initial delay control Conditional expression: ΔTPS size <Throttle opening increment size Setting value 2

Here, the "? TPS size" is a throttle opening degree increase magnitude calculation value at the time of judgment based on the acceleration of the vehicle 100 traveling in the course of running, and the "throttle opening degree increase magnitude setting value 2 & .

The set value 2 is not limited to a specific value because the throttle opening varies according to the acceleration magnitude of the running condition of the vehicle. However, the set value 2 may be set based on the downshift range. For example, in the case of a downshift of 5 -> 4, the throttle opening degree increment setting value 2 is defined as the incremental size of the throttle opening value that matches the downshift range and the matched speed range. Therefore, the throttle opening increasing magnitude setting value 2 has a different value for each downshift range.

As a result, when the controller 1 determines that the? TPS size is smaller than the set value 2, the controller 1 recognizes the state as the delayed kick-down shift control maintaining state and enters the throttle slope determination step of S23. On the other hand, when the controller 1 determines that the? TPS size is larger than the set value 2, the controller 1 switches to the normal kick-down shift control of S60.

In the throttle variation gradient determination step of S23, the controller 1 applies the following final delay control conditional expression.

Final delay control Conditional formula: ΔTPS slope <Throttle opening incremental slope setting value 3

Here, the "ΔTPS slope 'is a slope calculation value of the throttle opening increase following the ΔTPS size detection, and the" throttle opening gradient slope setting value 3 "is an eigenvalue for switching to the normal kick downshift control. The subsequent throttle opening is determined by the slope calculation value of the increase.

The set value 3 is not limited to a specific value because the throttle opening varies depending on the acceleration magnitude of the running condition of the vehicle,

As a result, when the controller 1 determines that the DELTA TPS slope is smaller than the set value 3, the controller 1 recognizes the delayed kick-down shift control entry state and enters the kick-down shift control delay step S24 of S23. On the other hand, when the controller 1 determines that the DELTA TPS slope is larger than the set value 3, the controller 1 switches to the normal kick-down shift control of S60.

In the kick-down shift control delay step of S24, the controller 1 does not perform the kick-down shift control. Referring to FIG. 3, it is illustrated that an accelerator will be accelerated by depressing the accelerator pedal after the acceleration sensor value G increases. However, when the acceleration sensor value (G) due to vehicle acceleration is smaller than the set value 1, the ΔTPS size due to the increase in throttle opening is smaller than the set value 2, and the ΔTPS slope due to the increase in throttle opening subsequent to the detection of the ΔTPS size, It is a small state. Therefore, even if the kick-down shift range entry is made, it can be seen that the shift stage of the N-th stage is maintained without being shifted to the N-1 stage by performing the delayed kick downshift control.

Next, the controller 1 implements the kick down shift change control of S30 in the delayed kick down shift control state.

2, the engine ECU 1-1 detects the accelerator pedal depression amount APS to calculate the accelerator pedal depression increment amount APS, and the TCU 1-2 controls the engine ECU 1-1 ) Of the kick-down map 10 with respect to the APS size. As a result, the controller 1 determines whether to perform the delayed kick down control or the normal kick down control under the retarded kick down control.

The controller 1 specifies the kick-down shift control interruption step of S40 and the delayed kick-down shift control switching step of S50 for the kick-down shift change control of S30.

In the delayed delayed kick down transmission control interruption step of S40, the controller 1 applies the following delay kick down control to stop the transmission.

Delay Kick-Down Shift Control Interrupt Conditional Expression: ΔAPS ≤ 0

Here, "DELTA APS" is the accelerator pedal depression amount detection value of the accelerator pedal according to the driver's depression at the judgment time point.

As a result, if? APS is 0 or smaller than 0, the controller 1 recognizes the driver as a tip-out state from the accelerator pedal, shifts to S40-1 to stop the delayed kick-down shift control, Stopped.

Referring to FIG. 3, a Tip-Out state is exemplified by temporarily generating an APS change amount in an initial state and then returning to an initial state.

On the other hand, in the delayed kick-down shift control switching step of S50, the controller 1 applies the following delay kick down-shift control switching conditional expression.

Delay Kick-Down Shift Control Switching Conditional Expression: ΔAPS ≥ Acceleration Pedal Depth Set Value 4

Here, "APS" is an accelerator pedal depression amount detection value of the accelerator pedal according to the driver's depression at the judgment time, and the "accelerator pedal depression amount setting value 4"

For example, as shown in FIG. 5, the set value 4 is set to 90% of the APS in the case of downshift from 5 to 4. Therefore, the set value 4 has a different value for each of the downshift gear positions.

As a result, when the controller 1 determines that the APAP size is equal to or larger than the set value 4, the controller 1 switches to the normal kick-down shift control of S60.

The normal kick-down shift control of S60 is performed when the acceleration sensor value (G) of S21 satisfies the condition of the set value 1, the ΔTPS size of S22 satisfies the condition of the set value 2, the ΔTPS slope of S23 satisfies the condition of setting value 3 , And the condition of? APPS? Set value 4 of S50 is satisfied.

In the normal kick-down shift control of S60, the controller 1 performs the kick down shift from the corresponding gear stage to the downshift.

Referring to FIG. 4, the accelerator pedal is depressed after the acceleration sensor value G increases to illustrate that the driver's acceleration will be generated. Also, when the acceleration sensor value (G) by the vehicle acceleration is larger than the set value 1, the ΔTPS size due to the increase in the throttle opening is larger than the set value 2, and the ΔTPS slope due to the increase in throttle opening subsequent to the detection of the ΔTPS size is larger than the set value 3 State. Therefore, the kick-down shift control is performed immediately after entering the kick-down shift region, so that the shift stage of the N-th stage is shifted to the N-1 stage.

Referring to FIG. 5, the kick-down shift region entry state is illustrated. As shown in the figure, the shift pattern of the automatic transmission forms a downshift line, and the downshift line transitions from the specific vehicle speed to the accelerator pedal depression amount APAP, thereby indicating that kick downshift control is performed have.

As described above, the kick-down shift control method according to the present embodiment is a method in which when the accelerator pedal depression amount is detected by the controller during the course of running of the vehicle 100, the kick-down shift control is performed by the detected acceleration sensor value and the detected throttle opening degree Down shift control for delaying the kick-down shift control if the condition is satisfied, and a kick-down shift control for performing the kick-down shift control when the condition is met, The kick-down mode is executed to prevent unnecessary kick-down shift or busy shift while the vehicle 100 has an idle driving force, and particularly prevents unnecessary kick-down shift or busy shift, The customer's claim is prevented.

1: Controller 1-1: Engine ECU (Electronic Control Unit)
1-2: TCU (Transmission Control Unit)
10: kickdown map
100: vehicle 100-1: engine
100-2: Transmission

Claims (11)

When the accelerator pedal depression amount is detected by the controller during the running of the vehicle, it is determined that the kick-down shift control condition is satisfied by the detected acceleration sensor value and the detected throttle opening degree. If the condition is not satisfied, kick- A dual kick down mode that implements normal kick down shift control that implements a delayed delayed kick down shift control while performing kick down shift control when the condition is met;
Is performed. &Lt; / RTI &gt;
2. The method of claim 1, wherein the dual kick down mode comprises the steps of: (A) detecting the amount of the accelerator pedal depression during the course of running and entering the kick down shift range; (B) comparing the acceleration sensor value and the throttle opening value (C) a step in which the delayed kick down shift control is performed such that the change in the accelerator pedal depression amount at which the kick down shift control is switched to the kick down shift control is detected
Wherein the kick downshift control is performed by the kick down control.
The method of claim 2, wherein the delayed kick-down shift control step comprises the steps of: (b-1) detecting the acceleration sensor value and meeting the acceleration sensor setting value for the delayed kick downshift control; (b-2) (B-3) calculating the throttle opening increase value after the throttle change amount magnitude calculation is calculated as the throttle variation amount slope, and (b-3) calculating the throttle opening increase magnitude after the throttle change amount magnitude calculation The step of meeting with the throttle variation slope setting value for the delayed kick down control
Wherein the kick downshift control is performed by the kick down control.
4. The method of claim 3, further comprising: if the acceleration sensor value is less than the acceleration sensor setting value, the kick-down shift control is satisfied while the acceleration sensor value is greater than the acceleration sensor setting value Wherein the kick downshift control method comprises:
4. The method of claim 3, wherein when the throttle change amount magnitude is larger than the throttle change amount magnitude setting value, the kick down control is satisfied while the throttle variation amount magnitude is smaller than the throttle variation amount magnitude setting value The kick-down shift control method comprising:

4. The method of claim 3, wherein when the throttle variation amount slope is larger than the throttle variation amount slope setting value, the delayed kick downshift control is satisfied, whereas when the throttle variation amount slope is smaller than the throttle variation amount slope setting value, The kick-down shift control method comprising:
The kick down transmission control method according to claim 2, wherein the kick down shift control is satisfied when the change in the accelerator pedal depression amount is larger than the acceleration pedal depression amount size set value.
The kick down transmission control method according to claim 2, wherein the delayed kick downshift control is stopped when the change in the accelerator pedal depression amount is zero.
A controller in which a kick-down shift control method according to any one of claims 1 to 8 is performed;
A transmission for performing kick-down shift control under the control of the controller;
&Lt; / RTI &gt; The kick-down map according to claim 9, wherein the controller includes a kick-down map, and the kick-down map includes a shift pattern including a down-shift line and an up-shift line, A set value of the throttle opening degree increasing magnitude, a setting value of the throttle opening degree increasing gradient, and a setting value of the accelerator pedal depression amount magnitude as a matching value.
The vehicle according to claim 9, wherein the controller is a TCU (Transmission Control Unit) for controlling the transmission, and the TCU is linked to communicate with an engine ECU (Electronic Control Unit).

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